Air brake



April 30, 1940. c. A. CAMPBELL 2,198,760

AIR BRAKE Filed Jan. 12, 1959 v 6 Sheets-Sheet 1 TRAIN TRAVEL-S (Ittornegs April 3 1940- c. A. CAMPBELL 2,198,760

AIR BRAKE Filed Jan. 12, 193.9 6 Sheets-Sheet 3 April 30, 1940. v c A, CAMPBELL 2,198,760 AIR BRAKE Filed Jan. 12, 1939 s {Sheets-Sheet 4 COMMON WIRE APPLICATION WIRE 3nnenfor attorneys April 30,1940.

c.A. CAMPBELL 2,198,760

AIR BRAKE Fi 1ed'Jan.' 12, 1959 e Sheets-Sheet s Zinnentor Ctttomegs C. A. CAMPBELL AIR BRAKE April 30, 1940.

Filed Jan. 12, 1939 6 Sheets-Sheet 6 Zmnentor F I I m g MA b 1- I; m L M MW P mm mmmw w WW4 NW mm 37$ '1 T 2 Ill! W pfifi l/l W l a M a 9 ,N ,4 M a m E mm dm 3. Gm 4 N; v mm 13 H w 2% C(ttornegs AIR BRAKE;

1 Charles A. Campbell, Watertown, NL Y assignor a to The NewYork Air Brake ,Companma corpora tion of New Jersey Application January 12, 1339; swarm. 250,665 21 Claims. re a) ji This invention relates to air brakes an'd particularlyto high speed brakes of the deceleration J controlled type; *Thesimple formof such brakes is lmown as schedule DCE; The morerefined forr'ns now in commercial use are schedules HSC and AHSC. Schedule AHSC differsfrom I-ISC valve which may p on the various vehicles;

with deceleration c ntrol.

chiefly inthe use of a convertible engineer's brake be set to operate the brake strictly as an automatic system, or may beset to operate the brakeson the straight airprinciple of thelsystem then serves as astand-by to produce'fautomatio application as a result of a break-in-two, a conductors emergency application'; a deadman. application or' any application produced by the operation of some train control mechanism, if the latter be used. Generally stated, systems of this sort have a n normally charged train pipe which extends throughout the train,

and a normally uncharged straight air pipe which also extends throughout the train? Both are connected to control valves comprise an automatic mechanism responsive to brake pipe pressure and a relay mechanism primarilyresponsive tostraight air pipe pressure. There is, however, a selector mechanism which, in response to an applicationproducedautomatically, disconnects'the relay temporarily fromthe straightyair pipeandcplaces it under control of the control valve; til braking pressure is developed in the straight air pipe, Pressureis so developed by an applicae pressure, suchmodulation normally involving res tron valve at the head of the train, theapplicatio'n in: various ways; l

Astraight air pplicatio-n is controlled by'a master relay having an electric portion and pneumatic portion, control being in accordance with the pressure developed in: a control chamber. Thedevelopment of thispressureis, initiated nor mally; by the engineers valve. In emergency ap plications, started in the automaticside of the system, it is initiated. by theapplication valve. 1

Imeither case; when the resulting brake applica tiorr becomes suflicient to cause response of the deceleration-1 controller, the ,latter intercepts the connection betweenltheiengineers brake valve or the application valve, asthecase may be, and the control reservoir It then acts to modulate that duetion. of) control, chamber pressure to cause a progressive release ofthe brakes to compensate for therisi-ng corefiicient of brake shoe friction. i

The deceleration controller comprises a mcdulatingvalve; preferably of the balanced piston type,,whichl is shifted-by an inertia mass against spring resistance.

The automatic side speed, but under the" stress These control valves response. i This connectioncontinues un--.

. of buildup is faster.

The inertia mass responds d1. realitie-th idseele i n 0 tllaire e 1 "sa ari". orric's *Deceleration controlled brakes are used'to se curehigh and uniform deceleration rates inapplications made at relatively high speeds} At, .such speeds it is possible to use unsually high so on alternately with serious harmful results; 1 deliberately attempt The engine driver will not a heavy straight air application at low train of an i emergency he might do so. One purpose of the present invention" is to prevent his doing so: and at the same time permit his makingthe maximum useful application practicable at the train speed existing when hestartstheapplication.

More important however, isto'control any automatic emergencyfapplication which may be, caused at low train speeds by the operation of the conductors valve, or the deadman" mechanism,

. or in fact by any train control mechanism which,

operating primarily onthe automatic side of the system, willp-roduce a straight air emergency The invention contemplates a plurality of speed control relays which are eifective at diiferent speedsgone of which might be 40miles-an hour and another of which might be 8'0miles an valyiewresponding toan. emergencyreduction of pressure in the brake pipe, which: maybe initiated present specification; The general principleof operation of the supervisory speed responsive control is thatwhen train speed is belowl) miles an hour, control chamber pressure is limited to a moderate value and the rate of d yelopment of such pressure is quitezsharplydimitd. Between 40' and 80 miles per hour, a higher limit isimposed and therate; Above 80 miles an. hour no limit is placed on control chamber pressure or on the rate ofdevelopment thereof beyond those limits which are inherent inathe; brake system.

@While the embodiment here illustrated imposes two limits; one or any, number may beused as desired. It is believed that in actual service three stagescorrespOndingtoAO; 60,-and 80 miles per hour will be found: best. A two-stage arrangement is' here chosen for illustration because it is the simplest embodiment involving a pluralityof stages Once theprincipleot plurality stages is i speed responsive relays limit the intensity of. the

initial application, and therate at which that intensity can be developed, in; such a way that at low speeds the action of the deceleration controller will occur between limits that insure smooth response without danger of over-casting.

By holding an intensity of application and. its rate of development within limits appropriate to 'train speed at the time the deceleration controller is brought into action, the latter becomes effective to modulate .a control chamber pressure which initially is reasonably harmonious with its owninitial response."

Consequently smooth stops can be hadat all train speeds and the loss of braking effect, such as would be caused by wheel sliding,

is avoided.

The invention will now be described in accordance with the accompanying drawings which show the installation on the propelling unit according to schedule AHSC. A system of this general AI-ISC type is shown in Patent 2,136,582,

dated November 15, 1938. The novel mechanical aspects of the deceleration controller proper and its relation to the control chamber are not claimed in the present application as they form the subject matter of and are claimed in my copending application Serial No. 250,664, filed J anuary12, 1939.

In the drawings: l

Fig. 1 is a diagrammatic view partly in section and partly in elevation showing the ,engineers brake valve and the application and vent valves with associated connections. 1

Fig. 2 is a diagrammatic view partly in elevation and partly in section showing the speed responsive device and the twcgspeed controlled relay switches and related connections.

Fig. 3 is a diagrammatic view in vertical sec.'

tion of the deceleration controller and related connections, the controller being drawn on a reduced scale ascompared to the preceding figures in order to permit it'to be drawn on a single sheet. 1

Fig. 4 is a diagrammatic view in section of the master pneumatici relay and the master relay switch with related connections.

Fig. 5 is a diagrammatic view in elevation at a comparatively reduced scale showing the control valve and the relay associated therewith, in conjunction with the reservoirs, brake cylinders and related pipe connections.

Fig. 6 is a diagrammatic view, in section, of the magnet valve unit controlled by the master relay switch and associated with the contact valve shown on Fig. 5, together with related connections. In this View the main reservoir appears.

. NorE.Figs. 1, 2, 3 and 4, when assembled from left'to right in the order stated, and Figs. 5 and 6 when assembled beneath Figs; 3 and'4, respectively, produce a complete diagram of the system as used on the propelling unit. The equipments used on cars are essentially similar to the components shown in Figs. 5 and 6, except that they are supplied with air from local reservoirs charged from the brake pipe through the control valveon the car in question instead of being supplied with air by the main reservoir as is the case with referenceto Figs. 5'and 6. It is deemed unthat the scheme above end to end of pipe has necessary to illustrate these car equipments since they are well known in the art and are not involved in the present invention.

The source of compressed air .for the entire system is the main reservoir I I (Fig. 6), which is supplied with compressed air through the connection l2 by any suitable compressor (not shown).

The main reservoir supplies air to the main reservoir pipe l3 which has branches leading to the bracket M of the magnet valves, to. the bracket I5 .01? themaster relay (Fig. 4), to the air supply connection of the local relay It, to the supply connection of the control valve l1, and to the supply connection in the pipe bracket l8 of the engineers brake valve. It also supplies air to the feed valve- I9, which delivers air to the supply connection of the bracket 2|, on. whichyare mounted the application valve and the vent valve.

There is a brake pipe 22 which extends from car to car by the usual flexible hose one of which appearsat 23. Cut-out cocks 24 are used adjacent this hose connection as indicated. This the usual connection 25 to the base 18 of the engineers brake valve, and in this connection is interposed the double-heading cook 25, which is normally open. :The feed valve I9, charges thebrake pipe22, through the application valve and engineers brake: valve and there fore has a controlling pressure connection 21 with the branch 25 of the brake pipe 22 above the doubleheading cook '26. 1 Brake pipe 22 has branches connecting with the pipe bracket 21 which supports the application and vent valves and with the brake pipe connection of the control valve.

The straight air pipe, all parts of which are indicated in the drawings'by the numeral 28,extends from the propelling unit throughout the train, being connected fromcar to car by flexiblehose, one of which is indicatedat 29.- Cut-out cocks 3|, one of which appears in Fig. 4, are used at the ends of the cars.

Extending throughout thetrain are threeelectric conductors forming two selectively energized circuits, one of which produces application and the other of which produces release. Theapplication wire is indicated at '32, the release wire at 33, while 34 is a common return wire. The source of current is a storage battery 35, which is kept charged by any suitable means. The return wire, the application wire and the release wires are connected from carto car by separable, flexible connections as indicated in Fig. 4.

On each car in the train and on the propelling unit are located conductors valves such as the one indicated at 35 in Fig. 4. i The function of these valves is to vent the brake pipe 22 and ini tiate an emergency application of the brakes. There is a conductors valve 31 in the cab of the propelling unit, but this operates directly on the vent valve shown in Fig. 1, and through the vent valve upon the application valve also shown in Fig. 1. The effect of opening this vent valve is also to cause anemergency application. The novel structure to be claimed in the presthe train, and is connected fromv cut application is shown in Figs. 2 and 3. It is :on the straight air sideof the system. Since or the structure illustrated inthese figures a brief running description-will be given, together with reference to issued patentsin which the "mechanism is described in detail.

First, refer to Fig. 1 of the present application. Thebracket 2| carries an application valve generally indicated by the numeral38, and a vent valve generally indicated by the numeral .39.

These are of the type described and claimed in the patent to Campbell; 2,136,581pNovember 15, 193.8. Thesmall valve mechanism as, mounted onto}: of'bracket 21 (Fig. 1) is merely a manuallt operable resetvalve which is manipulated after anautomaticemergency application to reset. the application and vent valves and thus correspond in a general Way to the valve 68 of Patent The .engineers brake lvalve mechanism moun ed on the base I8, comprises an engineer's brake valvepz oper 4 I, having a manually operable handle 42 which is of theydeadman variety. This handle swingswin a horizontal plane to establish release, lap, service and emergency conditions.

If the handlebereleased so that it rises, it opens a deadman valve inthe cap '43. which vents the connection 44. The valve mechanism indicated at E5 is the change-over valve which maybe set at either of two positions, automatic and fstraightair. l

In automatic position, the brake valve M, in conjunction with an equalizing reservoir 46, functions as an :ordinary equalizing discharge valve to control the brakes exclusively through the brake pipe 22. Undersuch conditions, the deceleration controller is ineffective and the subject :matter of the present invention is not involved. A In straight air position the engineers brake valve 4i operates as an ordinary straight air valve to connect the control pipe 47 either with the main reservoir or with atmosphere, or to close both connections, thus exercising, direct (control straight air operation involves deceleration control, it involves directly thefeatures of thepresent invention. The parts l8, ll,, 42, 43, and comprise a brake valve structure new standard.- izedand known in the trade as the U1 brake valve. This valve is essentially that described andclaimed in the patent to Campbell, 2,136,582, November 15, 1938. i

That patent also illustrates the same basic AHSC system.. It. shows the U.l brake valve in combination with theB'A-A application and vent valvesubstantially as shown in Fig. 1 of the present application. It alsoshows the relationship of the brake valve to a deceleration controller similar to that here illustrated but lacking the speed limiting controls of the present invention.

It also shows the EP2 master relayvalve of Fig. .4 of the present application, and its relation to. the deceleration controller. Reference may be made to that patent for amore elaborate ;de-

scriptionof these portionsof thesystem, the present description being limited so far as possible to those features Whichare significant with reference to the invention claimed herein.

, The present invention affects simply those applications in which straight air pipe pressure is raised at a rapid rate, and would, if not controlled, produce straight air applications too heavy for the train speed existing at the time theapplicationis started. There are at least four principal ways in which this can take place.

1. Straight air emergency appiication made at the brake valc e.The engineer moves the brake trol pipe .47.

further vents the. brake pipe but also vents the space 49 above the piston of the application valve The. resulting shift of the application valve disconnects the emergency pipe 5| from atmosphere and connects it with the discharge side of feed valve l9, so that the double-check valve 50 shifts to its right hand seat and pressure is rapidly built up in pipe 48.

. 3. A decdmcm application caused by releaseof the handle .42 and consequent opening of the deadmazi valve 43. This produces the same sequence of events as the fourth type which is:

4. A conductors emergency application made byopem'ng value 37.-The deadman valve acting through pipe M, or the valve 31 acting directly willvent the same spaces, that is, the space 49 above the piston of the application valve, and

the space 5! above the actuating diaphragm of the. vent valve. Consequently, the vent valve opens; venting the brake pipe 22 and theapplication valve moves upward charging the emergency pipe 5!. From there on theoperation is exactly the same as that described under 2 above. ss Q In any one of the four methods, the pressure in the pipe lift is raised at a rapid andun'controlled rate. The "first method does not involve venting of the brake pipe 22 so that no automatic aspects are there involved. The second, third and fourth methods do involve an emergency reduction of pressure in the brake pipe 22. This directly affects the control valve on the motor vehicle and also the control valves on. all

cars, starting an automatic emergency application. which normally shifts to an emergency straight air application aswill now be explained.

In Fig. 5 islillustrated a control valve known as the D229 control valve. Its detailed construction is notvital to the present invention for various controldevices may be substituted. Hence only its general functions need be explained.

' Basically thecontrol valve proper is a refined version of .the AB valve arranged to give passenger characteristics and to operate a relay which controls brake cylinder pressure instead of itself directly controlling brake cylinder pressure. The major elements of the D220 control 53, which is virtually a triple valve, the emergency portion 54, which is a quick action emergency, va1ve.fand the safety valve control portion. 55. Associated with the control valve is a multiple chamber reservoir. This comprises a chamber 56 which is in, effect an auxiliary. reservoir associated with the service portion 53, a chamber 57 whichns an emergency reservoir furnishing air for emergency application and for graduated release, and a volume chamber 58 which is connected with the diaphragm chamber of the local relay H5. I'hisrelay is so arranged as to functionuselectively in response to pressure developed the volume cham ber 58 by the control valve it, or in response to pressure developed in the straight air pipe 28 (whichever predominates) to control-the admission of air from the main reservalve are the pipe bracket 52, the service portion Von pipe |3 to thebrake cylinders 59 and, -alternatively, the exhaust of such air.

In emergency applications starting on the automatic side as outlined above under 2, 3, and

4, when reduction of brake pipe pressure causes the control valve H to start an automatic emergency application, the application valve rapidly develops pressure in the emergency pipe 5|, and in the control pipe 48. The development of pressure in the control pipe 46causes, by means hereinafter described, a related'development of pressure in the straight air pipe 28. As soon as straight'air pipe pressure predominates over the pressure in the volume chamber 58, the straight air pipe assumes control of the relay l6, substantially to the exclusion of the control. valve This shift from automatic to straight air controlis familiar in the art, and in its broadest aspects is essentially the type of operation de scribed in the patent to Campbell 2,136,576,

November 15, 1938. In that patent, however, a simple change-over valve is used instead of the relatively elaborate control valve However, sofar as the present invention is concerned, the ultimate effects are essentially similar, and either arrangement can be used.

The safety valve control device 55 is described and claimed in the Campbell application 175,152, filed November 1'7, 1937. Its functions will be stated to indicate that this device can be used in conjunction with the present invention. It performs its novel function irrespective of the speed control mechanism disclosed and claimed in the present application.

The, safetyvalve control portion in conjunction with the relay valve I6 serves to limit an. automatic service application to a definite brake cylinder pressure, say 36 pounds per square inch. It serves to limit an automatic emergency application to a definite higher brake cylinder pressure, say 60 pounds per square inch. It will permit a straight air application up to the maximum brake cylinder pressure offered by the system, say 100 pounds per square inch, and will permit the reduction of this pressureto the full service value of the automatic system. The automatic service limit is chosen for smooth automatic service braking. The automatic emergency limit is set as high as possible without undue danger of wheel z-sliding.

The high straight air limit is suited. to straight air applications commencing at high train speeds. The mechanism indicated at 55, permits the making of high ratio straight air applications regardless of train speed. Under low speed conditions the'making of such a high. ratio application would defeat the regulatory function of the deceleration controller and thus would entail the risk of wheel sliding. The present invention fills this gap by imposing appropriate limits of degree and rate of development on straight air applications commenced at low and medium train speeds.

The development of pressure in the pipe 48 results in the development of pressure in the control chamber 6| and this chamber is in communication through the pipe 62 with the EP--2 master relay mounted on bracket I5, Fig. 4.

Omitting for the present the controlling action of the deceleration controller on control chamber pressure, a brief description will be given of the operation of the EP--2 master relay, Fig. 4, and of the magnet valve unit, Fig. 6.

Pipe 62 is connected to the space below the .piston' 63 of: the pneumatic relay and to the space below. the actuating diaphragm 64 of the relay switch. The spaces above the piston 63 and above the diaphragm 64 are in direct communication with the straight air pipe 28. The function of the master relay unit is to establish in the straight air pipe a pressure which is equal to the pressure in the'control chamber and which follows changes in that pressure with a very small time-lag. When the piston 63 moves up in response to rising control chamber pressure it first closes an exhaust valve generally indicated at 65. Normally it stalls in this position, but if the electrical mechanism fails, it moves further and opens an inlet valve 60 which admits main reservoir air directly to the straight air pipe.

The diaphragm 64 is more sensitive than the piston 63, so that when the diaphragm moves up, it closes a normally open application switch 66 energizing the. application wire 32. when it moves downward beyond its mid position it closes a normally open release switch 61 energizing the release wire 33. Since the switches 66 and 61 are both normally open, and are closed selectively, the application wire 32and the release wire 33 are energized selectively.

Referring now to Fig. 6, there is an application magnet 68 and a release magnet 69 connected to be energized upon energization of the application wire and the release wire respectively.

The release magnet69 operates a double-beat inlet and vent valve 1| to control the position of a normally closed diaphragm valve 12. The application magnet 68 operates a double-beat admission and vent valve 13 to control the position ofa normally closed diaphragm valve 14. The parts are so arranged that when the application wire is energized, and only when it is energized, the valve 14 connects the main reservoir pipe I 3 with the straight air pipe 28. Similarly, when magnet 69 is energized, and only when it is energized, valve 12 connects straight air pipe 28 with atmosphere.

The diaphragm valve mechanism indicated at 15 is merely a by-pass valve held open by pressure in the system. It is normally open and closes only to protect the system against loss of pressure fluid in the event of rupture of certain pipe connections.

The mechanism so far described is known in the art; Generally stated, it involves means for developing a pressure in the control chamber 6| and means responsive to the pressure so developed to produce a corresponding straight air application of the brakes.

The structure shown in Figs. 2 and 3 involves a deceleration controller which will modulate the pressure in the chamber 6| to maintain a constant deceleration rate, together with means for so limiting the development of pressure in the control chamber 6| that the deceleration controller will come into action at a control chamber pressure so near that which will produce the desired rate of deceleration, at the existing train speed, as to assure smooth response of the deceleration controller. If control chamber pressure were allowed to rise initially to an excessive value, over-response of the deceleration controller may result in surging and hunting as has been demonstrated in commercial service.

The pipe 48 in the AHSC system as heretofore arranged was connected directly with the supply port 16 of the deceleration controller, but the present invention interposes in series, a plurality Conversely of electrically controlled limiting valve mecha 15 l 2,1 98,760 nlsm-s (two being shown), the first or which isv I9, which leads around the bushing 8 I, of the bypass valve 81, andthence to the chamber 82 below the: supply port of a double-beat admission and exhaust valve 83. The valve 83 is biased by a spring 84 towards its exhaust seat, and is shifted 85 be energized, the space behind the valvex8'I will be vented to atmosphere, and the valve win in the opposite direction to open the exhaust and close the supply when the winding 85 is energized. Theichamber' in which the valve 83 works is connected bya port 86, with the space behind the cup-shaped by-pass valve 81.

Thus, when the winding 85 is de-energized, whatever pressure exists in the pipe 48 will also exist behind theby-pass valve 81, so that this valve will be held closedi by thecoil compression spring 88. Onflthe other hand, if the winding open sharply as soon as a moderate pressure is developed in the pipe 48'. r

The valve 81" controls flow to a chamber 89,, I which is connected by a pipe 9I, with a port 92 in the body of the deceleration controller. If the valve 81 remains closed, the port 19' is connected with the chamber 89by way of a choke 9'3, but only so long as the valve 94 isopen. This valve is held open by a stem 95 which is urged in a closing direction by pressure in the chamber 89, acting on the diaphragm 96. An adjustable loading spring 91 determines the pressure at which the valve 94 will be allowedto close.

I It follows that if the winding85 is de-energized at the time that flow through pipe 48 starts, the rate of flow will be limited by the choke 93, and the pressuredeveloped will be limited to the adjustment of the spring 91 (since the valve 94 is m series with the choke 93). On the other hand,

if the winding 85 is energized when flow through the pipe 48 starts,;the by -pass valve 81 will open wide so that virtually free flow occurs from the pipe 48 to the port 9 2. As will be hereinafter explained, the winding 85 will be energized above 80 miles per hour, and de-energiz'ed below 80 miles per hour, train speed.

The port 92 leads aroundthe bushing IIII of a second by-pass valve I81, to the space I 02' below the supply seat of the double-beat admission and exhaust valve Hi3. Thisvalve is urged toward its exhaust seat by a coil compression spring I04, and is shifted; to its supply seat against-the rssi stance of such spring when winding I85 is energized. It is connected by port I86 of the spacebehindthe by-pass valve I01, and thus controls the movements of the by-pass valve exactly as described withreferencetothe valve mechanism in 11. The valve IIl'Iis biased to close by spring I 08 and controls communication from the port 92 to the space I0 9. The space I09 come munica-tes with the supply port I6 of thedeceleration modulating valve, hereinafter described. When the by-pass valve III! is closed, the rate of flow from port 92 to port III is limited by choke I I3 which is somewhat smaller than the choke93, already described. The flow through the choke II3 can occur only while the valve Iil4wishelcl open by the stem H5, This stem is controlled by diaphragm. H6 and loading spring :1, so that it closes in response to pressure" in space I09, and will close at a pressure lower than the pressure: at which, the valve 84 will, closei hour both the chokes 93 and H3, act in series to control how from. the pipe, 48 to the supply port it but only the limiting valve H4 will close to limit the build up. Above 40 and below 80 miles an hour theb-y-pass valve I08 will be open, so that the choke 93 and theli-miting valve 94 will control. Above 80: miles an hour both .the bypass valves I01 and Bl will be opened, so that pipe 48 is directly connected with port It. I

The modulating valve of the deceleration controller is a balanced piston valve of the inside outofi' type, so arranged that it will connect the control chamber port II 9,-selectively, with the supply port I8, and the exhaust port I21. The control chamber port, H9 is connected by passage I22, and flexible hose I23, with the control chamber GI, which is here shown embodied as a base for the deceleration controller. The valve H8 is urged toward its normal position in which it connects the supply port I6 with the control chamber port II9= by a coiled compression spring I24. It is shifted (against the resistance of such spring) first to lap the port 16, and then to connect the ports I I19 and I2I, by the inertia mass I2 which, upon retardation of the train, moves forward on the anti-friction rollers I26, and reacts upon the valve H8 through the double-armed lever I21. The exhaust port loaded retainer I 28.

The springloaded check valve I29issimply the usual release check which permits flow from the control chamber GI to the-passage 92, and consequently tothe pipe 48, if the engi-neers brake valve be moved to release position at a time when the valve IIB: laps the port I6. It should be observed further that-theb -pass valves 81 and I01 will act as check valves and like the ball check valves 94 and H4 open to permit this flow.

Since the latter are: not loaded theyallow com the control chamber, so that if the valve II8 should later open port ,16, no disturbing pressure surge in the control chamber would; occur.

The stress; on spring, I24 is adjustable by the shifting piston I-32whichis exposed on itsouter end to pressurei-nthe chamber I33; The chamber I33 isconnectedby a passage I84 with the side or middle connection of the double-seated check valve I35. This check: valve in one position connects the port I34 with thepassage I36 I2I has the usual spring and thence with pipe I3 'I- leading to a port in the seatoftheengineers brake, valve 4 I. The en- I gineers valveis arranged as in Patent 2,136,582;

so; that in release position and in lap position pipe I 31 is vented toatmosphere, tion positions theengineersbrake' valve admits mainreservoir air to pipe I3 -'I.

A branch of the control chamber port I22 leads to the center seated area of thechange-over valve but in both applicaventing adjusted that the valve I38 will shift to its outer seat as controlchamber pressure rises above a desired value, say 30 pounds per-square inch and proaches a stop under its control. The arrangement is such, in conjunction with the double seated check valve I35,"that if the engineers brake valve handle 42 is left in either application position, the space I33 will be maintained under pressure delivered by'the engineers valve, but if the valve handle 42 is moved back to lap position, the pipe I31 will be vented, the valve I35 will shift and leave the'valve I38 in control. As soon as control chamber pressure falls sufficiently, thevalve I38'will shift downward, closing communication with thecontrol chamber, and the passage I34 to atmosphere, by- Way of the atmospheric vent port'I40. '(See the patent to Campbell, No. 2,136,513, November 15, 1938.) Except for a slightly different location of the change-over valve and the double-seated check valve, the exact arrangement. here illus-' trated. is shown in Patent No. 2,136,582.- l Tocontrol the energization ofndings85 and I05, use is made of two switches, one for each winding. These switches are mounted on swing ing spring loaded armatures. Theswitches are normally open, but when pressure starts to build up in the control chamber 6I,-a small pressure motor operates a wiping roller which forces the switch closed, and then frees the switch, sothat it may again open; The closure of the switch momentarily energizes the windings 85 and I05, and atthe same time closes a sticker circuit through a magnet winding and through a circuit interrupter driven by an axle of thecar. Excitation of the magnet winding will hold the armature against its spring. loading, andv hence hold the switch closed, provided the speed of the car is above a critical value determined by the spring loading of the armature. T0 improve'the controlling action, the winding of the sticker magnet'is provided with a copper the dissipation of the magnet field during. the periods of interruption. Byclosing the switches mechanically, all difiiculties due to air gap and slow pick-up are eliminated. Incidently,- the pressure motor which closes the switch as control chamber pressure starts to build up, also serves to knock the switches open if they should tend to lag as control chamber pressure approaches atmospheric pressure. A. If Referring now to Fig. 4 one terminal of battery 35 is connected to'the common wire 34, which runs through the train, and. the other is connected to the supply wire 30, which leads" to the supply contacts ofthe master switch. In Fig. 2 the two speedresponsive switches are generally indicated bythenumerals MI and. I42 applied to their frames,- while the circuit breaker is indicated generally by the numeral I43.

The circuit breaker comprisesa fixed contact I44, a swinging contactor I45,"a spring I46 which draws the contactor toward the contact, anda cam I41 driven by a'car axle consequently'having a rotary speed which is proportional to train speed.- The cam periodically. forces the contactor J away from the contact interrupting the sticker circuit. A condenser I40 is connected to reduce the arcing between the contactor I44 and the contactor l45.- i

Since the switches generally indicated at I4I band which delays and 'T4 2 are idntical, except for adjustmentg' only one willbe' described. '.'-The chamb-er I5lto the rightof the diaphragm I52 is connected to the control "chamber 6I by means-of a-branch of the pipe 62.-The diaphragm I52 acts through a' thrus't-headrl53 on the push-rod I54. "This rodis pinned to the wiper arm I55, which is fulcrumedon the frame at I56....--Also'supported. on the'frame above-the arm I55 is an armature" I51;'which is fulcrumed at'I58 and co-acts with the pole piece I59 of the :sticker magnet whose: winding surrounds the pole piece, and is. con

nected between the terminals .161, and I62; A

copper'band. I63 encircles .the. windingto delay the fade-out of the fiel'd,-and'consequently to. delay the tendency to release the armature I51.-

The 'droplof the armature is adjustable by means of the stop screw I64. A spring 165, which may be tensioned adjustably bycmeans of the screw. I66, tends to draw-thearmature I51 away from .Carried by, but insulated. from the armature I51, are twocontactors, an upper contactor. I61 and alower contactor I68; which on upward movement of, the armature. close simultaneously andrespectively upon an,

the pole piece.- I59.

upper contact I69 and a lower contact I1I. 'The upper contactor I61 is connected with the ter-v ininal; I12-and the lower contactor with terminal I13; A roller I14 carried by the upperend of the wiper arm I55, co-acts with a bow spring I15 on the armaturetowipe the armature upward and close both :contactors, against, their respective contacts. As the arm I55 swings counter-clockwise; the roller I14 over travels the end of. the bow springs! 15, as indicated; in dotted, lines with reference to theswitch I42, so that the armature is again free to drop when the wiper arm isin its, limiting left hand position. When pressure fades out'in the control chamber a-spring I16 restores the diaphragm I52 and causes the roller I14 to strike the finger I11, also mounted on the armature I51, and swing the armature ina direction to open both circuits.

- The circuit for the winding 85, is from the negative-terminal of the battery by way of wire 30 to winding 85, thence by wire I18 to terminal I13 which is connected to the lower contactor I68, thence through thelower contact I1I and-:wires I19 and I8I to the positiveterminal of the battery; Consequently, when the armature I51 is up, the winding 85 is continuously energized. The sticker circuit'is from the negative terminalof the battery through wire 30 to terminal I6I, through the magnet winding to terminal I62 to upper contact; I69, thence through upper con-v tactor I61 to terminal I12, thence by wire I82 to contact I44 of the circuit breaker, and thence through the contactor I45 and wire IBI .to the positive terminal ofthe battery I The circuits for the switch I42 are similar except that theycontrol the winding I05 as clearly indicated in the diagram. The only difierence between thetwo switches MI and I42 is that the spring I of switch MI is more heavily tensioned so that the armature] 51 will be held up at speeds over miles an hour. The corresponding spring of the switch I42 is less heavily tensioned sov that it; will not draw the armature down until the speed falls to alower value, here assumed to be 40v miles an hour. I

It follows thatabove 80.miles perlhour both windings -and I05 are energized. Hence, both the by-pass valves 81 and I01 will be open. Between v.80 and 40 miles an hour,.thewinding 85 willbe de-energized and the winding I05 enerfrom the engineers port .16, the speed control is valve "II is open. Below 40 miles an hour both windings tfi and I05 are de-energized, and both the by-pass. valves tl andlu'l are, consequently, closed. e e i i Since the speed control afiectsthe flow of air brake valveto the supply effective merely to limit therate at whichlcontrol chamber pressure c anfbe built up, and the maximumivalue which it can attain in. commencing a straight air applica- T This the invention does tion.. Limitationof the control chamber pres sum; involves limitation of the initial maximum braking pressure. Consequently, when the deceleration controllerbecomes efiective and starts to application, 1. e., starts to release speed. control has done its. work and the deceleration controller takes over complete -contrbl-of1 the brakes. i i

not involve a compound controli-n which the brakesarecontrolled both in response to speedand to deceleration. On the contrary it involves two distinct controls which are serially effective. The first imposes a maximum limit. on control such limit. being suited to train speed at the timethe application commences. This control isicomplete and: ceases tobe .efiective as soon as the modulating valve I. I8 laps the trol and persists to the stop unless the brakes are sooner released. All that the speed control This has been done three such relays aifording control at three difthe train speed. existing docs is to limit the straight air application to a maximum value at which the deceleration con troller will take control smoothly.

already explained, the disclosure in the present application has been based on the use of two lrelays responding. at two different speeds and imposing two different pressurelimitations on the development of control chamber pressure. to simplify the, description, and as fexplainedlit is believed that at least mechanism for approximating'the desired result. .60

If a curve were plotted for values in which the. abscissae represented train speed and the ordinates represented permissible control'chamber pressures at the commencement of brake applications, the control. points: of the various relays would simply befpoints on that curve. u'EWOQ solutionsof the technical problem are possibla -a device which gives progressive adjusts nient in accordance with the indications of the curve and a. series oidevices which represent spaced pointson the curve and give a. commercially satisfactory solution. A. series of devices each controlling a corresponding limiting valve is. believed toloifer aybetter solution than a. single pressure limiting. valve whose control point is adjusted according. to speed. but. for: the purpose means responsive to deceleration to chamber pressure,

upply port 76. I Thesecond control is a simple deceleration con- The ideal arrangement is a strictly progressive control in which-the initial of which responds to pressurein said pipe; ,a' t responsive, toypressure. in said chamber for comof the present invention; broadly considered; 1' the twoare equivalents.

Consequently; although the invention Iaasbeen described in considerable detail in. the: present application, the disclosureis intended to be illus-.

, trative and not. limiting.

What is; claimed is: l

1. The combination of a vehicle brake; power operated means for applying said brake; co-ntrolling means for causing said power apply and release the brake; 1 means responsive to deceleration produced bya brake application serving to control said. power operated maintain during a brake applicatio *a chosen ecelcration rate; hicle. speed and operating independently of said impose a maximumllimit on a brake application according. to vehicle speed at the commencement of the application. i L. 2. The combination defined in claim 1 in which the means responsive to vehicle speed so limits thebrake application inrelationto vehicle speed that theapplication will initiate a deceleration rate which. approximates said chosen deceleration rate, whereby the means. responsive to de coloration comes into action gradually. 3. In a fluid pressure train brake systemgthe combination of a train pipe; brake applying means arranged to be rendered active in pro portion to rising fluid pressure in said train pipe; a control chamber; means responsive to pressure in saidcontrol chamber and serving touestablish sive. to deceleration produced by a brake appli cation, serving to. modulate pressure in the control chamber to maintain substantially the same deceleration rate during the brake application. I

4; The combination with a fluid pressurebrake" of two successively acting functionally independent braking pressure controls, the first of i which responds to vehicle speed at the commencement of abrake application to establish a maximum pressure limit for the commencing application, appropriate to such train speed, and the second the deceleration. produced bysuch application and modulates braking pressure in a range below said maximum to main-. tain a uniform deceleration rate.

5. The combination with a fluid pressure b-rake of two successively acting functionally independent braking pressure controls, the first of which responds to vehicle speed at the commencement pressure limit forthe commencing application,

means; to

and means responsive to V6.43

deceleration rate; and

appropriate tov sucl'rxtrain speed, and thesecond i of which responds to the "deceleration produced by such application. and modulates bralring pressure in arrange below said maximum. to mains tan. a. uniform: deceleration rate; and means rendered effective asan incidentto release ofithe brakes to restore said controls to a neutral condition.

6.. In; a fluid pressure brake system the combination. of. a train pipe, at least, one fluid pressure. braking .unit connected with the. train pipe and arranged to be actuatedby variations of fluid control chamber; means brake pipe pressure;

nationof a normally ,ments connected trolling the pressure in said pipe; manually operable valve means for establishing desired pressures in said chamber; means responsive to train speed for limiting the pressure so established in said chamber; and valve means responsive to the deceleration due to anapplication of the brakes for controlling the pressure in said chamber below the limit so established.

'7. In a fiuid pressure brake system the combination of a normally chargedbrake pipe; I a normally vented straight air pipe; brake applying units connected with said pipes and each including a brake cylinder, arelay mechanism for controlling brake cylinder pressure, and electrically actuated valves for supplying air to the straight air pipe and for venting the straight air pipe; relay means adapted to function in response to a variable regulatory pressure to vary the pressure in the straight air pipe, said relay means including switching means for selectively operatingv said electricallyv actuated valves; two means for controlling said regulatory pressure, one of I said means being manually operable and the other operating'inresponsive .to depletion of modulating means responsive to the decelerative-rate produced by a brake application and serving to exercise a secondary control on said regulatorypressure; and means responsive to train speed and rendered effective as an incident tothe development of said regulatorypressure to limit the maximum value attained by said regulatory pressure according to train speed. I 8. In a fluidlpressure brake system the combicharged'brake pipe; a normally vented straight air pipe; local brake equipthereto and each comprising a brake cylinder, a local relay normally subject to straight air pipe pressure, an associated automatic valve subject to brake pipe pressure, and adapted to assumecontrol of the local relay in responseto reduction of brake pipe pressure, and local electrically actuated valves for admittin pressure fluid to the straight air pipe and for venting pressure fluid from the straight air pipe; master relay means subject to a regulatory pressure and to opposing straight air pipe pressure, and including valve means for admitting and exhausting pressure fluid to and-from the straight air pipe, and switches connected to energize selectively said electrically actuated valves; two controlling means for establishing said regulatory pressure, one comprising a manually operable valve and the other an automatic valve capable of functioning in response to brake pipe pressure reductions; speed responsive means for imposing a maximum limit upon said regulatorypressure;

means operable as an incident to the developmen-t of such regulatorypressure to, cause said speed responsive; means to exercise its pressure limiting function; and means for modulating said regulatory pressure comprising an admission and exhaust valve mechanism, and means responsive to deceleration produced by a brake application for actuating said admissionand exhaust valve mechanism, to maintain a substan tially uniform deceleration rate.

9. A fluid pressure brake system comprising, in combination, a control chamber; means responsive to changes of :control chamber pressure servin'g to apply and release the brakes a controlling valve for supplying pressure fluid to said control chamber to develop a therein; a modulating valve having-a supply port connected with the controlling-valve, a control in combination,

brake applying pressure area-76o chamber port connected with the control chaniher and an exhaust port,-said modulating valve serving, to connect the control chamber port selectively with said supply port and with said exhaust port; means responsive to decelerationproduced by a brakeapplication for actuating said modulating valve; a pressure limiting valveing terposed in the connection between said controlling valve and said supply port and adapted to closesuch connection at a definite pressure acting on its discharge side; a by-pass valve controlling a flow path around said pressure limiting valve; and speed responsive means for open-; ing or closing said-by-pass valve at the start of an application according as train speed is then above or below a chosen value.

10. A fluid pressure brake system comprising, in combination, a control chamber; means responsive to changes of control chamberpressure serving to apply and release the brakes; a controlling valve for supplying pressure fluid to said control chamber to develop a brake applying pressure therein; a modulating valve having a supplyport, connected with the control chamber and an exhaust port, said modulating valve serving. to connect the control chamber port selectively with said supply port and with said exhaust port; means responsive to deceleration produced by a brake application for actuating said modulating valve; a pressure limiting valve interposed in the connection between said controlling valve and said supply port and adapted train speed is then above or below a chosen value. v

11. A fluid pressure brake system comprising,

a control chamber; means responsive to changes of control chamber pressure servingto apply and release the brakes; a controlling valve for supplying pressure fluid to said control chamber todevelop a brake applying pressure therein; a modulating valve having a supply port connected with the controlling valve, a control chamber port connected with the control chamber and anexhaust port, said i to connect; the control with said supply port modulating valve serving chamber port selectively and said exhaust celeration produced by a brake application for actuating said modulating valve; a pressure limiting valve interposed in the connection between said controlling valve and said supply port and adapted to close such connection at a definite pressure acting on its discharge side; a by-pass valve controlling a flow path around saidpr'essure limiting valve; electrically actuated means for causing said by-pass valve to open or close according as saidelectrically actuated means is energized or deenergized; and a speed responsive relay comprising a magnet winding, a circuit breaker operated at a rate proportional to train speed, an armature arranged to be attracted by said magnet winding, yielding means biasing said armature in the opposite direction, a pair of switches arranged to be actuated by said armature so that the switches are" open when the armature is in its biased position and closed when the armature-is attracted in opposition port; means responsive to dea shift said armature 2,198,700 ,to said bias, a sticker circuit. including said interrupter said winding and one of said switches, a controlling, circuit including said electrically actuated means and the other of said switches, and a pressure motor arranged to be actuated by the development of initial pressure in said control chamber and serving to to close said switches and then free the armature. l i

12. The combination defined in claim 11 in which the motor which operates in response to control chamber pressure to close the switches is so arranged that upon substantial dissipation of control chamberpressure the motor acts to force the switches closed position.

i 13. A fluid pressure brake system comprising, in. combination, a control chamber; means responsive to changes of control chamber pressure open, if they then be in serving to apply and release the brakes; a controlling valve for supplying pressure fluid to said control chamber to develop a brake applying pressure therein; a modulating valve having .a supply port connected with the controlling valve, a control chamber port connected with i the control chamber and the exhaust port, said modulating valve serving to connect the control chamber port selectively with said supply port laypass valves each and with said exhaust port; means responsive to deceleration produced by a brake application for actuating said modulating valve; a plurality of pressure limiting valves interposed in the connection between said controlling valve and said supply port, each suchpressure limiting valve being adapted to close such connection at a definite pressure developed on its discharge side;

around a corresponding pressure limiting valve; and speed responsive means controlling the openingand closing movements of said by-pass valves and arranged to control in response to .trol chamber train speed existing at the commencement of a brake application, the parts being so arranged that at maximum train. speed no limiting valve is effective and at lower speeds the limiting valves become successively effective to limit conpressure to lower and lower values whereby the maximum brake application pro duced is proportioned to train speed at the time the. application is initiated.

14. The combination which the pressure limiting valves are interposed in series with each other in the connection betwen the controlling valve and the supply port.

. 15. The combination defined in claim 13, in which the flow capacity of each pressure limiting valve is adjustable whereby the maximum flow capacity through the valve may be set independently of the pressure at which the valve is set to close.

16.The combination defined in claim 13, in which the flow pressure of each pressurelimiting valve is capable of independent adjustment.

17. A fluid pressure brakesystem comprising.

in combination, a. control chamber; means re sponsive to changes of control chamber pressure serving to applyand release the brakes; a controlling valve for supplying pressure fluid to said ranged to be attracted controlling a flow path.

and releasing it from said with the brake controlling defined in claim 13, in

cceleration produced by capacity and also the closing path around saidpressurelimiting valve; electrically actuated means for causing said by-pass valve to open or close according as said electrically actuated means is energized or deenergized;

and a speed responsive relay comprising'a magnet winding, a circuit breaker operated at a rate proportional to train speed, an armature arby said magnet winding yielding means biasing said armature in the opposite direction, a pair of switches arranged to be actuated by said armature so that the switches are open when the armature is in its biased position and closed when the armature is attracted in opposition to said bias, a sticker circuit including said interrupter, said winding and one of said switches, a controlling circuit including said electrically actuated means and the other of said switches, and a pressure motor arranged to be actuated by the development of initial pressure in said control chamber and serving to shift said armature to close said switches and then free the armature.

18. The combination. defined in claim 17 in applying and releasing brakes in response to changes of control chamber pressure; brake controlling valve means for supplying pressure to control chamber; a modulating valve having a port connected with. the control chamber; a supply port connected valve means and an exhaust port, said modulating valve means serving to connect the control chamber port selectively with the supply port and with the exhaust port; means responsive to deceleration produced by brake application to operate said modulating valve means; and means forming a restricted communication between said supply port and said control chamber, said communication bypassing said modulating valve and being of such small capacity as to exercise a negligible efiect onthe modulating action of said valve.

20. The combination with a vehicle power brake system including means responsive to dea brake application and serving to .modulate such application to maintain a substantially uniform deceleration rate,

of means responsiveto vehicle speed and serving to limit in relation to speed the initial intensity of a brake application.

21. The combination defined in claim 20 in which the means responsive to speed establishes selectively a plurality of limits each corresponding to and appropriate for a speed range of limited extent.

CHARLES A. CAMPBELL. 

